Hydraulic Drive System

ABSTRACT

A hydraulic drive system for an actuator uses a pair of pressure compensated hydraulic machines to control flow to and from the drive chambers of the actuator by varying the controlled pressure of one of the machines. The machines are mechanically coupled to permit energy recovery and charge an accumulator to store supplies energy. The drive system may be combined with other services including a transmission for incorporation in a vehicle. The transmission uses a pressure compensated supply and torque control of the wheels.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of a pending U.S. patentapplication Ser. No. 12/950,679 filed Nov. 19, 2010, which is acontinuation of U.S. patent application Ser. No. 12/422,402 filed Apr.13, 2009, now U.S. Pat. No. 7,856,817, issued Dec. 28, 2010, which inturn is a continuation of U.S. patent application Ser. No. 11/291,753filed Dec. 1, 2005, now U.S. Pat. No. 7,516,613, issued Apr. 14, 2009,which claims the benefit of, under Title 35, United States Code, Section119(e), the U.S. Provisional Application No. 60/632,176 filed on Dec. 1,2004, the U.S. Provisional Application No. 60/632,178 filed on Dec. 1,2004, and the U.S. Provisional Application No. 60/677,103 filed on May3, 2005. All prior applications are herein incorporated by reference intheir entirety.

FIELD OF THE INVENTION

The present invention relates to energy transmission systems and moreparticularly to such systems utilizing hydraulic fluid as an energytransfer medium.

BACKGROUND OF THE INVENTION

It is well-known to transfer energy from a source such as a motor orinternal combustion engine to a load through the intermediary ofhydraulic drive system. Such systems will typically have a pump drivenby the source and a motor connected to the load. By adjusting thehydraulic flow between the pump and the motor it is possible to impartmovement to the load, maintain it in a fixed position and otherwiseinfluence its disposition.

The control of fluid flow is typically accomplished by a valvemechanism, which in its simplest form simply opens or closes the flowbetween the pump and motor and thereby regulates movement of the load.Such valve systems are relatively inefficient in terms of the energydissipated across the valve. In a typical installation, the valve wouldbe closed centred requiring the pump to deliver pressure against arelief valve. The energy provided to the fluid is thus dissipated asheat. In an open centre arrangement, careful manufacture of the valve isrequired in order to obtain the transition between the zero flow andfull flow whilst retaining control of the load and metering of the flowacross the valve causes loss of energy.

The valves used to control flow therefore are relatively complicated andmade to a high degree of precision in order to attain the necessarycontrol function. As such, the valves tend to be specialized and do notoffer flexibility in implementing different control strategies. Mostsignificantly, since the control is achieved by metering flow across anorifice there is inherently significant energy loss when controllingfluid flow. The control valve regulates movement by controlling flowacross a restricted port at the inlet to the device. Because the controlvalve is typically a one piece spool, a similar restricted port ispresented to the exhaust flow and results in a significant energy loss.

In order to reduce the operating forces required by a valve, is known toutilize a servo valve in which a pilot operation is used to control thefluid flow. In such an arrangement, a pivot valve balances a pair ofpilot flows and can be moved to increase one flow and decrease theother. The change in flows is used to move a control valve and operatethe hydraulic device. The force required to move the pilot valve is lessthan that required for the control valve and therefore enhanced controlis obtained. However, there is a continuous flow at high pressurethrough the pilot valve resulting in significant losses. The controlvalve itself also suffers deficiencies of energy loss due to meteringflow across restrictive ports and therefore, although it offers enhancedcontrol, the energy losses are significant.

It is therefore an object to the present invention to obviate ormitigate the above disadvantages.

SUMMARY OF THE INVENTION

In general terms, the present invention provides a hydraulic drive inwhich flow from an actuator is controlled by a variable capacityhydraulic machine. The machine is pressure compensated so as to maintaina pressure in the actuator. A control signal is provided to adjust themaintained pressure and thereby regulate flow from the actuator.

According therefore to one aspect of the present invention there isprovided a hydraulic drive system comprising an actuator having a pairof chambers disposed to apply a motive force derived from fluid inchambers to move a drive member in opposite directions. Each chamber isconnected to a respective one of a pair of variable capacity hydraulicmachines, each of which has a pressure compensating control operable toadjust the capacity of the machines to maintain a predetermined pressurein the chambers. An overriding control is operable upon at least one ofthe machines to vary the capacity thereof and permit egress of fluidfrom one of the chambers and corresponding movement of the drive member.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described by way of exampleonly with reference to the accompanying drawings in which:

FIG. 1 is a schematic representation of hydraulic drive for a linearactuator.

FIG. 2 is a representation in greater detail of a component used in thedrive of FIG. 1.

FIG. 3 is a schematic representation similar to FIG. 1 of a linearactuator with a modified control.

FIG. 4 is a schematic representation of a linear actuator similar toFIG. 1 implementing a further control function.

FIG. 5 is a schematic representation of a rotational drive.

FIG. 6 is a schematic representation of a further embodiment of drivewith enhanced energy recovery capabilities.

FIG. 7 is a view of vehicle incorporating a hydraulic transmission.

FIG. 8 is a schematic representation of the hydraulic transmissionutilised in FIG. 7.

FIG. 9 is a response curve showing different responses under differentoperating conditions.

DETAILED DESCRIPTION OF THE INVENTION

Referring therefore to FIG. 1, a hydraulic drive system 10 includes anactuator 11 having a cylinder 12 with a piston 14 supported within thecylinder 12. The piston 14 is connected to a piston rod 16 that extendsfrom opposite ends of the cylinder 12. The piston 14 subdivides thecylinder 12 into chambers 18 and 20 which are connected to supply lines22, 24 by ports 26, 28 respectively. The rod 16 is connected to a load30 shown schematically as a horizontal sliding mass.

The supply lines 22, 24 are connected to the outlets of a pair ofvariable capacity hydraulic machines 32, 34. The machines 32, 34 aretypically a swashplate device in which the angle of inclination of aswash plate determines the capacity of the machine. Alternatively, thedevices could be a radial piston pump in which variation in theeccentricity of the control ring determines the capacity of the pump.The machines 32, 34 are reversible to permit each to operate in apumping mode or motoring mode. The details of such machines are knownand need not be described further. A particularly beneficial embodimentof such machines is described in co-pending applicationPCT/US2005/004723, the contents of which are incorporated by reference.

The machines 32, 34 are coupled by a common drive shaft 36 to a primemover 38, typically an electric motor or internal combustion engine. Themachines 32, 34 receive fluid from and return fluid to a sump 40. Eachof the machines has a capacity adjusting mechanism 42, 44 whosedisposition may be adjusted by a swashplate adjusting motor 46, 48. Themotors 46, 48, are independently operable and are controlled byrespective control units 47, 49. As can be seen in greater detail inFIG. 2, each control unit 47, 49 receives a control signal from acontrol module 50 as a result of manipulation of a manual control 51.The control module 50 communicates with the control units 47, 49 throughsignal lines 52, 54 respectively. Each of the signal lines 52, 54includes a reference pressure signal 61 and a swashplate positionfeedback signal 57. Input to the control module is provided by acontroller 51, which is illustrated as a manual control although it willbe appreciated that this could be generated automatically from othercontrol functions or as part of a programmed sequence.

The control units 47, 49 are similar and therefore only one will bedescribed in detail. The control units 47, 49 receive a pressurefeedback signal from the supply lines 22, 24 respectively through aninternal signal line 56. Feedback signals are also obtained forswashplate displacement through signal line 57 and rotational speed ofthe machine through signal line 58.

The pressure reference signal 61 and pressure feedback signal 56 arecompared at a pressure control driver 63 that is connected throughcontrol line 65 to a swashplate driver 67. The swashplate driver 67produces an output error signal 68. The error signal 68 is applied to avalve driver 69 whose output is a drive signal 62.

The drive signal 62 is applied to an actuating coil 64 of a closedcentre valve 66 that controls movement of the motor 46 and therefore thecapacity of the respective machine 32. The valve 66 has a valve positionfeedback signal 70 that is fed to the valve driver 69 so that the drivesignal 62 is the difference between the error signal 68 and the valveposition signal 70.

In operation, the load 30 is initially at rest and the capacityadjusting members 42, 44 are initially positioned with the machines 32,34 at essentially zero capacity with maximum system pressure, typicallyin the order of 5,000 p.s.i. at each of the ports 26, 28. The machines32, 34 attain this condition as the reference signal 61 is applied atthe pressure control driver 63 and any loss of pressure will provide asignal to swashplate driver 67 to move the swashplate to supply fluid.This will cause an increase in pressure sensed in feedback line 56 and anet zero sum at the driver 67. In this condition, the drive shaft 36simply rotates the machines 32, 34 without producing an output at thesupply lines 22, 24. The fluid is essentially locked within the chambers18, 20 and therefore movement of the piston 14 relative to the cylinder12 is inhibited. Any leakage from the system causes a drop in pressureon the respective line 22, 24 and the consequential error signal fromthe pressure control driver 63 to adjust the respective member 42, 44 tomaintain the pressure.

In order to move the load 30, the manual control 51 is moved in thedirection in which the load is to be moved which is indicated by arrow Xin FIG. 1. For the purpose of the initial description, it will beassumed that the control 51 provides a simple fixed value step function,i.e. “on” or “off” to the control module 50. Subsequent embodiments willdescribe alternative control strategies. Upon movement of the manualcontrol 51, a signal 33 is provided to the control module 50 whichgenerates corresponding signals in the control lines 53, 54, in thiscase 52, to effect movement in the required direction.

The pressure reference signal 61 is set to require a nominal minimumpressure, e.g. 100 psi at port 26, so that the signal on control line 65also indicates an increase in capacity of the machine 32 in the motoringmode to reduce pressure at port 26. The swashplate driver 67 thusprovides an output error signal 68 to the valve driver 69 indicating arequired position of the valve that causes the machine 32 to be placedin the motoring mode to reduce the pressure in the port 26 and allowfluid to flow from the chamber 18. The valve position feedback signal 70indicates a neutral position of the valve 66 so a valve drive signal 62is applied to the actuator 64 to reduce the error and thereby open thevalve 66.

Initially, the capacity of the machine 32 will increase sufficiently forthe pressure at port 26 to drop and the signal 57 to correspond to thereference signal 61 from the controller 50. The control signal 65 isthus reduced to zero. The valve position feedback signal 70 thus actsthrough the valve driver 69 to close the valve 66 and inhibit furthermovement of the swashplate 42. Any further increase in the capacity ofthe machine will reduce the pressure at port 26 below that set by thereference pressure 61 and the control signal 65 will act to reduce thecapacity and restore the pressure to that of reference value 61.

As the pressure at port 26 decreases, the pressure in chamber 20 ismaintained at the maximum set value as the reference signal 61associated with control unit 49 has not been modified. The pressuredifferential acting across piston 14 initiates movement of the piston14, which, in turn, reduces the pressure at port 28. The pressurecontrol drive 63 of the control unit 49 thus generates a control signal65 that produces an output error to the swashplate driver 67 and causesthe machine 34 to increase capacity in a pumping mode to maintain thereference pressure. Movement of the piston 14 induces a flow from theport 26 and the pressure at the port 26 will again increase above thenominal set pressure. The pressure control signal 65 is then operativethrough the swashplate driver 67 to increase the capacity of the machine32 in the motoring mode whilst maintaining the required nominalpressure. The pressure differential across the piston 14 will therebyaccelerate the mass 30. As the mass 30 accelerates, the capacity of themachine 34 will continue to increase in the pumping mode to supply fluidto maintain the reference pressure and the capacity of the machine 32will likewise increase in the motoring mode to maintain the nominal setpressure. The mass 30 will continue to accelerate and the capacity ofthe machines 32, 34 adjusted under the pressure compensating control tomaintain their respective set pressures at the ports 26, 28. When themachine 34 attains maximum capacity, the mass is no longer capable ofbeing accelerated but a steady state velocity is attained in whichpressure at the port 28 is maintained at the maximum reference pressureand the pressure at the port 26 is maintained at the nominal lowpressure.

In the simplest form of control provided by the manual control 51, theactuator 10 will continue to move the mass 30 in the direction set bythe control 50. When the desired position of the mass 30 has beenobtained, as observed by the operator, the manual actuator 51 isreturned to a neutral position causing the reference pressure 61 to beincreased to the maximum pressure. To attain the pressure indicated byreference signal 61, the capacity of the machine 32 will be reduced tocause the pressure in the port 28 to increase to the set value. Thepressure differential across the piston 14 is removed and the mass 30decelerates. The capacity of the machine 34 will therefore also bereduced to maintain the pressure at the set value and as the massdecelerates, the machines 32, 34 both reduce progressively to minimumcapacity. The pressures at ports 26, 28 are then identical and maintainthe load 30 stationary. It should be noted that during movement,modulation of the reference pressure 61 is only applied to the machine32 and the machine 34 simply operates in a pressure compensated mode tofollow the movement of the piston 14.

Movement of the manual control 51 in the opposite direction willlikewise apply a control signal through the signal line 54 to generate adrive signal at valve 66 of control unit 49 and a reduction of therequired pressure to increase the capacity of the machine 34 and producea corresponding motion in the opposite direction.

During movement of the load 30, the swashplate position feedback signal57 is supplied to the control module 50 to provide an indication of themode of operation of the machine, i.e. pumping or motoring, and toprovide for anticipatory control in modifying the reference pressuresignal 61.

In order to accommodate differing operating conditional, as shown inFIG. 9, the rotational feedback signal 58 is used to vary the initiationof the ramp function and obtain the optimum response in the pressurecontrol. As the pressure rises in the supply in response to an increasein the reference signal 61, as sensed in pressure sensing line 56, aramp initiation point T is reached at which the control 50 modifies thepressure signal to control 63. The control 50 also receives the speedfeedback signal 58 and modifies the initiation point, as indicated by T1and T2 in inverse proportion to the sensed speed. At low speed ofrotation, the pressure gain (rate of pressure increase) is low since thetime for system response is lengthened in view of the relatively lowrate of pumping and motoring within the machines 34, 32. However, athigher rotational speed, the pressure gain rate is much higher.Accordingly, at higher RPM, the initiation point T1 is at a lowerpressure and at lower RPM, the initiation point T2 is at a higherpressure. In this way, the system response may be matched to the varyingoperating conditions of the system.

The provision of machine rotational speed through feedback 58 may beused to vary the response of the machines to changes in the referencepressure signal 61. To provide optimum response, i.e. inhibit overshootand minimize undershoot, the control signal to valve 66 is modified by aramp function.

Alternatively, the angular disposition of the swashplate 42, 44 may beused to modify the onset of the modification. In this case, as thepressure rises in the supply in response to an increase in the referencesignal 61, as sensed in pressure sensing line 56, a ramp initiationpoint T is reached at which the control 50 modifies the pressure signalto control 63. The control 50 also receives the swashplate feedbacksignal 57 and modifies the initiation point, as indicated by T1 and T2in inverse proportion to the sensed position . At low swashplate angles,the pressure gain (rate of pressure increase) is low since the time forsystem response is lengthened in view of the relatively low rate ofpumping and motoring within the machines 34, 32. However, at higherswashplate angles, the pressure gain rate is much higher. Accordingly,at higher swashplate angles, the initiation point T1 is at a lowerpressure and at lower swashplate angles, the initiation point T2 is at ahigher pressure. In this way, the system response may be matched to thevarying operating conditions of the system.

The provision of machine rotational speed through feedback 58 may beused to vary the response of the machines to changes in the referencepressure signal 61. To provide optimum response, i.e. inhibit overshootand minimize undershoot, the control signal to valve 66 is modified by aramp function.

It will be appreciated by utilizing the variable capacity machines 32,34 on a common drive, the energy of fluid discharged from the collapsingchamber may be redirected through the shaft 36 to either the primemover, the machine that is in pumping condition or additional machinesas will be described in further detail below.

The flow of fluid from the collapsing chamber (18 in the above example)produces a torque as it flows through the respective machine 32. Thetorque produced will depend in part on the capacity of the machine andis applied to the drive shaft 36 to supplement the torque applied by theprime mover 38. In some cases, for example where movement of the load 30is assisted by gravity, the torque obtained from one machine may besufficient to maintain the set pressure in the other machines but inother cases energy from the prime mover 38 will be required in additionto the torque recovered. Where additional torque is required, the primemover control will sense an increased demand (e.g. by a reduction inspeed in the case of a compression ignition internal combustion engine)and respond accordingly.

The deceleration of the mass 30 also provides a source of energy thatmay be recovered through the mechanical linkage of the machines 32, 34.As noted above, as the control 51 is returned to the neutral position,the machine 32 is conditioned to maintain the maximum referencepressure. Continued movement of the mass 30 due to its kinetic energymust therefore act against the maximum pressure through the machine 32which is still in the motoring mode. The machine 32 is thus driven bythe fluid expelled from the chamber 18 and a significant torque isapplied to the drive shaft 36. Torque is applied until the mass isbrought to rest with both swashplates returned to essentially zerocapacity.

In some situations, the load 30 may be decelerated at a maximum rate bythe operator moving the control 51 in the opposite direction, i.e.through the neutral position. Such movement would cause the signalsapplied through signal line 54 to indicate a nominal low pressure isrequired in the port 28 and a maximum pressure in the port 26. Themachine 32 thus decreases its capacity to maintain the maximum pressureand the machine 34 similarly reduces its capacity but at a rate thatmaintains only a nominal low pressure in the port 28. The maximumpressure differential is then applied to decelerate the mass and bringit to rest. The swashplates move progressively to zero displacement atwhich time the control 51 may be released and an equal pressure balanceapplied to each chamber. If the control 51 is maintained in the reversedposition, the machine 34 will move to a motoring mode and the machine 32to a pumping mode and movement of the load in the opposite directionwill commence.

As discussed above, the manual control 51 is either ‘on’ or ‘off’ but aproportional signal may be incorporated in the manual control 51 toobtain a progressive response such that the rate of movement of the loadis proportional to the movement of the control 51 from neutral. In thiscase, the magnitude of the control signal 53 is proportional to themovement of the control 51. The signal 52 will establish a referencepressure signal for the pressure compensation that is proportional tothe displacement of the control 50. Assuming that movement of the massin the direction of arrow X is required, the capacity of the machine32will be adjusted so that the pressure at port 26 attains this value. Thepressure at port 28 is maintained at the reference level so that thepressure differential across the piston 14 may thus be modulated and theacceleration controlled.

The arrangement shown in FIG. 1 provides a simple manual feedback butthe control signal may be modified to provide for a position control ofactuator 18 as illustrated in FIG. 3 in which like reference numeralsare used to denote like components for the suffix ‘a’ added for clarity.In the embodiment of FIG. 3, the manual control 51 a provides aproportional control signal to control module 50 a. A position feedbacksignal 72 a is obtained from the piston rod 16 a of the actuator 11 aand is also fed into the control 50 a to obtain an error signalindicating the difference between the desired position, as representedby manual control 51 a, and the actual position represented by thesignal 70 a. The control module 50 a generates a pressure referencesignal 61 a on a control signal line 52 a, which is applied to therespective control unit 47 a of motor 46 a to condition the machines 32a, and move the piston 14 a in the required direction. Assuming the load30 a is to be moved in the direction of arrow X shown in FIG. 3, themachine 32 a increases capacity in an attempt to attain a reducedpressure at port 26 a corresponding to that set by the reference signal61 a and fluid flows from the chamber 18 a. The machine 34 a applies themaximum reference pressure to move the load 30 a and varies the capacityto maintain that pressure. As the desired position is obtained, theposition signal 72 a varies and the difference between the manualcontrol 51 a and position signal 72 a is reduced to essentially zero.The swashplates return progressively to zero displacement and anymovement from this desired position produces an error signal at controlmodule 50 a to condition an appropriate pressure reference signal 61 aand return the load to the desired position. The capacity of the machine32 a is thus progressively reduced to increase the pressure and acorresponding decrease in capacity of machine 34 a until the load 30 ais brought to rest at the desired location.

The control of the arrangement of FIG. 1 may also be modified to providefor a velocity control in which the maximum velocity is limited. Likecomponents will be denoted to like reference numeral with a suffix badded for clarity. In the embodiment of FIG. 4, rather than the monitorthe position of the load, as described in FIG. 3, the capacity of themachine 32 b, 34 b is monitored and used as an indication of velocity.Referring therefore to FIG. 4, the manual control at 51 b provides anoutput signal proportional to the desired velocity to be obtained whichproduces a control signal 52 b causing the machine 32 b to move to amotoring mode and the reference pressure reduced to a nominal low value.The capacity of machine 32 b is increased in the motoring mode to reducethe pressure at port 26 b, resulting in acceleration of the load.

The capacity of the machines 34 b, 32 b increases until the indicatedcapacity through feedback signal 57 b corresponds to that set by thecontrol 51 b. The error signal is thus removed and the capacity of themachine 32 b reduced to establish the reference pressure. The referencepressure of machine 34 b is at a maximum value so that the load is againaccelerated until the capacity of the machine 32 b as indicated throughfeedback signal 57 b matches the input signal 52 b from control 51 b. Asthe machines reduce capacity progressively, the swashplate positionfeedback 57 b again introduces an error signal that causes the machine32 b to increase capacity so as to reduce pressure Accordingly, a steadyvelocity, intermediate that limited by the maximum capacity of themachines, is attained. Such a control may be useful for an automatedprocess such as a machine tool drive or the like.

The above linear actuators have been described with a double sidedactuator but it will be apparent that they may equally well be used withthe single sided actuator i.e. one in which the piston rod projects fromone side of the actuator and the chambers have a different area. Thecorresponding reference signals 61 may be adjusted in proportion to thedifference in areas between the rod and piston side chambers to controlmovement of the cylinder in a manner similar to that described abovewith respect to FIG. 1.

A similar control structure may be utilized for a rotary drive, such asmight be used for a winch or similar application. Such arrangement isshown in FIG. 5 in which like reference numerals will be used to denotelike components but with a prefix 1 for clarity of description. A pairof variable capacity hydraulic machines 132, 134 are hydraulicallyconnected through hydraulic lines 122, 124 to a fixed capacity rotarymachine 180. A prime mover 138 is mechanically connected to each of themachines 132, 134 and a winch assembly 130 connected to the machine 180.The machines 132, 134 are controlled by motors 146, 148 with controlsignals 152, 154 being applied by a control module 150. With the massstationary, each of the adjusting members 142, 144 are set atessentially zero capacity with a hydraulic lock in the supply lines 122,124. The pressure compensation of the machines ensures that pressure ismaintained in the system to lock the motor and inhibit rotation of thewinch.

Upon a signal from the actuator to rotate the winch 130, the signal tothe motor 132 indicates a reduced pressure requiring an increasedcapacity in the motoring mode. As fluid is delivered in the supply line122, the pressure compensated control of the machine 134 adjusts tomaintain the pressure at the set pressure controlled causing rotation ofthe winch assembly 130. The positional and velocity controls indicatedabove may be utilized to control the movement of the load and maintainit in a desired position. Once the position has been attained, the errorsignal is removed, either by release of the manual control 151 orfeedback from the position or velocity control, the swash plates 144,142 return progressively to a essentially zero position in which noenergy is transferred through the system but the load is maintained viapressure on both sides of the motor.

It will be seen therefore that in each of the above embodiments, a pairof pressure compensated variable capacity machines may be utilized tocontrol operation of an actuator.

The pressure compensation permits a minimum of energy to be utilized tohold the actuator and, by overriding the set pressure on the dischargeof the actuator, a controlled movement of the actuator is obtained.Modulation of only one of the machines is required with the othermachine following to maintain a set pressure and apply a motive force.The mechanical coupling of the machines may be used to enable energy tobe recovered from the efflux of fluid from the actuator and applied tothe machine providing motive force.

As noted above, the mechanical linking of the machines 32, 34 permitsenergy recovery under certain conditions. The energy recovery may beenhanced by adoption of the arrangement shown in FIG. 6. Like referencenumerals will be used to denote like components with a prefix 2 addedfor clarity. In the embodiment of FIG. 6, a pair of variable capacitymachines 232, 234 are connected to an actuator 211 connected to a load230. Each of the machines 232, 234 include pressure compensatingcontrols and are operated from a manual control 251 through control 250as described above. The machines 232, 234 are mechanically linked by apair of meshing gears 236 so that they rotate in unison. Drive for themachines is provided by a prime mover 238 through a gear train 280,including gears 282, 283.

An auxiliary hydraulic drive 284 is connected to the gear 283 andsupplies fluid to an auxiliary service 276. The drive 284 may be fixedor variable capacity and may be controlled as the machines 232, 234 ifappropriate. The gear train 280 also includes a gear 285 that drives anadditional variable capacity hydraulic machine 286. The machine 286 isconnected to a hydraulic accumulator 288 that is operable to store anddischarge fluid through the machine 286 and thereby absorb energy fromor contribute energy to the gear train 280. A speed sensor 290 isprovided to monitor the speed of the gear train 280 and interface withthe control module 250

In operation, the accumulator is initially empty and it is assumed thatthe auxiliary drive 284 is supplying a steady flow of fluid to theservice 276. The mass 230 is moving at a constant velocity under theaction of the machines 232, 234 and the prime mover 238 is supplyingenergy to the gear train 280 sufficient to fulfill the requirements. Ifthe mass 230 is decelerated at a maximum rate, as described above, themachine 232 is conditioned to a maximum pressure in the motoring modeand significant torque is generated to accelerate the drive train 280.Initially the prime mover defuels, assuming it is a compression ignitioninternal combustion engine, and the torque supplied by the machine 232is used to drive the machine 284 and supply fluid to the auxiliaryservice 276. If the torque cannot be absorbed in this manner, the geartrain will accelerate and a speed sensor 290 signals the control 250 toincrease the capacity of the additional machine 286 in a pumping mode.The machine 286 therefore delivers fluid under pressure to theaccumulator 288 at a rate that absorbs the torque available andmaintains the desired speed of the gear train 280.

As the mass 230 is brought to rest, the torque supplied to the geartrain decreases and the speed drops. The control 250 causes the machine286 to reduce the pumping action and return to essentially a zerocapacity due to lack of energy induced via the machine 232 with energystored in the accumulator 288. Similarly, if during deceleration, theauxiliary service 276 demands more energy, the speed of the gear train280 will decrease and an adjustment made to the machine 286. The energyavailable from the machine 232 is thus redirected to the auxiliaryservice 276 and the remainder, if any, is available to pump theaccumulator 288.

If the load imposed by the service 276 continues to increase, the energystored in the accumulator 288 is made available to maintain the desiredspeed of the gear train 280. A continuing increased load will againcause the speed of the gear train 280 to decrease and cause the control250 to move the additional machine 286 in to a motoring mode. Thepressurised fluid available in the accumulator is applied to the machine286 to generate a torque in the gear train and thereby maintain thedesired speed. The swashplate of the machine 286 is modulated tomaintain the speed at the desired level until all energy (or a lowthreshold value) in the accumulator 288 is dissipated. At that time,further energy requirements are met by fueling the prime mover 238. Themechanical connection of the accumulator 288 through the machine 286 andits modulation to maintain the speed of the gear train 280 withindesired limits enhances the utilisation of the recovered energy.

The systems described above may be integrated in to the control strategyof more complex machines, as illustrated in FIGS. 7 and 8 in which likereference numerals will be used with a prefix “4” to denote likecomponents. Referring therefore to FIG. 7, a vehicle V includes achassis structure C supported upon drive wheels W. A superstructure S islocated on the chassis structure C and is rotatable about a verticalaxis on a turntable T. A boom assembly B is pivotally mounted to thesuperstructure S for movement in a vertical plane. A boom actuator 411is connected between the superstructure S and the boom assembly B and isoperable to elevate and lower the boom.

The vehicle V includes a prime mover 438 connected to a hydraulic drivesystem 410 through a gear train 480 as shown in greater detail in FIG.8. As can be seen from FIG. 8, the prime mover 438, which may be anelectric motor or internal combustion engine, provides an input into amechanical gear train 480 that transmits the drive to a number ofvariable capacity hydraulic machines 432, 432 a, 434, 434 a, 484 and486. Each of the hydraulic machines 432, 432 a, 434, 434 a, 484 and 486are of variable capacity and have a capacity adjusting member 442, 443,444, 445 respectively. The machines 432, 432 a, 434, 434 a, 484 and 486are typically adjustable swashplate machines having an inclinableswashplate acting upon axially reciprocating pistons within a rotatingbarrel as discussed above with reference to the previous embodiments.

Drive for the boom actuator 411 is provided by a pair of machines 432,434 through a manual control 451 a that controls flow to either side ofthe piston 414 as described above with reference to FIGS. 1, and 2.Similarly, the turntable T is operated by a rotary motor 480 through amanual control 451 b that controls a pair of machines, 432 a, 434 a inthe manner described above with respect to FIG. 5. An additional machine486 transfers energy between an accumulator 488 and gear train 480 asdescribed above with respect to FIG. 6.

The hydraulic machine 484 is pressure compensated as described abovewith respect to FIG. 2 and the auxiliary service 476 is connected by asupply conduit 500 to wheel drives 502, 504, 506 and 508. Each of thewheel drives 502, 504, 506 and 508 drive a respective one of the wheelsW and are each variable capacity reversible hydraulic machines withcontrol units 547 similar to those described in reference to FIG. 2.Each has an adjusting member 510, 512, 514, 516 controlled by respectivevalves. The hydraulic machines 510-516 are of similar construction tothe machine 32, 34, and need not be described in further detail.

The capacity of each of the drives 502-508 is controlled by a swashplateposition signal 461 generated by a control module 450. Each of thedrives 502-508 also provide a speed of rotation signal 458 on signallines 452 for monitoring the operation of each machine.

Operator control of the transmission is provided to control module 450via manual controls 451 c, 451 d, 451 e. The manual control 451 ccontrols the direction and speed of propulsion of the vehicle V, thecontrol 451 d controls the braking of the vehicle V, the control 451 esteers the vehicle V. These are typical controls and it will beappreciated that other commonly used interfaces could be employed.

The operation of the hydraulic drive system will now be describedassuming initially that the vehicle is at rest and the boom locked in alowered position. With the vehicle at rest, the capacity of each of themachines 432,434,432 a,434 a is at essentially zero capacity andmaintaining maximum set pressure. The wheel drives 502-508 similarly setat minimum capacity to deliver zero torque and the machine 484 is atessentially zero capacity maintaining a maximum pressure in the conduit500. Essentially, this setting is simply sufficient to replenish anyleakage within the system but, to produce no vehicle movement.

The accumulator 488 is fully discharged and the capacity of theadditional machine 486 is at a minimum. With each of the machines 432,434, 432 a, 434 a, 484, 486 at a minimum, the prime mover 30 is simplyrotating the machine without producing any output and therefore is atminimum power requirements.

To initiate movement of the vehicle V, the operator moves the control451 c in the required direction of movement and provides an appropriatecontrol signal 453 c to the control module 450. Typically, this will beproportional signal indicative of not only the direction but the torqueinput at the wheels which will determine the rate of movement of thevehicle. The control module 450 provides a control signal 452 to thewheel drives 502-508 to attain a torque setting (displacement)corresponding to the input signal from the control 450. This will be aproportional torque setting indicating a corresponding proportionalcapacity of the machine. For maximum acceleration, this will correspondto a maximum displacement. As the capacity of the wheel drives 502-508increases under the control of the respective swashplates 510-516, thepressure in the supply conduit 500 decreases causing the pressurecompensation of the machine 484 to increase the capacity of thatmachine. The resultant torque from drives 502-508 enabled by flow offluid through the conduit 500 causes rotation of the wheel W andpropulsion of the vehicle.

The capacity of the wheel drives 502-508 will continue to increase untilthe swashplate position feedback 457 indicates the desired capacity hasbeen attained and the required torque is delivered at each wheel. Duringthis time, the pressure within the conduit 500 will be maintained byincreasing the capacity of the machine 484 under pressure compensatingcontrol. Unless otherwise interrupted, either by adjustment of thecontrol 451 c or increased load on the vehicle, the vehicle V willaccelerate until the machine 484 reaches an equilibrium when theexternal loads match the torque available.

When the vehicle has attained the desired velocity, the operatorreleases the control 451 c to reduce the capacity of the wheel drives502-508 and consequently the torque, to inhibit further acceleration andmaintain the desired velocity. The machine 484 reduces its capacity tomaintain the pressure at the maximum value whilst maintaining a flowthrough the wheel motors. A steady state is reached at which the torquesupplied to the wheels W matches the load on the vehicle V. Undercertain conditions, for example coasting downhill, no torque is requiredto maintain the desired speed and the wheel drives 502-508 and machine484 are returned to essentially zero capacity. In this condition, thevehicle is simply coasting with no net power supplied to the wheels 14.

To brake the vehicle V, the brake control 451 d is actuated (which maybe integrated with the control 451 c if appropriate). The application ofthe brake control 451 d generates a proportional signal 453 d to thecontrol 450 that conditions each of the wheel drives in to a pumpingmode at a selected capacity. The swashplates 510-516 are thus moved fromthe motoring mode overcentre to the pumping mode and cause an increasein the pressure in the conduit 500. The machine 484 initially reducesits capacity and then goes overcentre in to a motoring mode under theaction of pressure control to maintain the maximum set value. Theswashplate feedback signal 457 holds the wheel drives at the capacityindicated by the braking control 451 d and pumps fluid under the maximumpressure through the machine 484. The torque required to do this isderived from the momentum of the vehicle and therefore brakes thevehicle V. The conditioning of the machine 484 to a motoring moderesults in energy being supplied from the machine 484 into the geartrain 480.

The energy supplied to the gear train 480 causes the components of thegear train, including the prime mover, to accelerate. The speed ofrotation of the gear train is monitored by speed sensor 490 and anincrease in that speed is detected by the control module 450. Thisconditions the machine 486 associated with the accumulator 488 to moveinto a pumping mode and supply fluid under pressure to the accumulator488. The displacement of the machine 486 is controlled to maintain thespeed of the gear train 480 at the set speed. The accumulator is thuscharged by the energy recovered from the braking of the vehicle.

The store of energy will depend upon the braking effort with the machine486 modulating the capacity to maintain the speed of the gear train 480at the desired level.

Upon removal of the braking control 451 d and reapplication of the speedcontrol 451 c, wheel drives 502-508 are once again conditioned intomotoring modes and the machine 484 reverts to a pumping mode to maintainthe pressure in the conduit 500.

As the machine 484 moves to supply energy into the conduit 500, aninitial decrease in the rotational speed of gear train 480 is sensed andthe machine 486 is conditioned into a motoring mode to supply energyfrom the accumulator 488 into the gear train 480. The energy that hastherefore been stored in the accumulator 488 during braking is madeavailable to the vehicle transmission during a further accelerationcycle. Upon exhausting of the accumulator 488, a decrease in enginespeed will be noted and the fuel supplied to the engine is modulated tomaintain the speed constant.

The boom B is operated through modulation of the machines 432, 434. Inorder to extend the boom actuator 411, a control signal is sent from theoperator 451 a to the control 450 indication pressure and direction.Control 450 then adjusts the reference signal 461 applied to thepressure control 463 associated with machine 432. This causes themachine 432 to increase capacity in a motoring mode and thereby reducethe pressure to the low reference pressure. The machine 434 respondsthrough its pressure control to increase its capacity in a pumping modeand extend the cylinder 411 as described above. The rate of movement maybe adjusted by modulation of the adjustment member 451 a to obtain therequired rate of movement.

Upon lowering of the boom B, there is a converse operation in which thecapacity of the machine 434 is increased in a motoring mode. As the boomBis lowering, there may be a positive recovery of energy available fromthe fluid expelled through the machine 434 and this is transferred intothe gear train 480. Again, if the energy transfer is sufficient toincrease the speed of rotation of the gear train, the accumulator 488can be supplied through the operation of the machine 486 and conversely,during a lifting cycle, fluid stored in the accumulator 488 may beapplied through the machine 486 into the gear train 480 to assist inrotation of the machine 434 or machine 484.

Similar energy transfer is available from the rotation of thesuperstructure S where the inertia of the superstructure may be used tostore energy in the accumulator for subsequent use. In its basicoperation therefore, it will be noted that the hydraulic transmission410 is operable to transfer energy from different consumers and toconserve energy through the use of the accumulator 488 as required.Although a rotary drive 480 has been shown for the turntable T, a driveunit similar to 502 can be used in the same manner.

The individual control of the wheels W also permits control throughsignal line 458 of individual wheels through monitoring the speed ofrotation of the individual wheels 14. In the event that one of thewheels W engages a low friction surface such as ice or mud, duringacceleration or braking, its speed will differ from that of the otherwheels W. The speed differential is noted by the control 450 and thecapacity of that machine reduced accordingly to reduce the torqueapplied at that particular wheel. Under extreme conditions, the capacityof the machine will be reduced to zero so that the particular wheel maybe considered to be coasting with no torque applied. However, in thatcondition, the pressure within the conduit 500 is maintained to thebalance of the wheels thereby maintaining the traction or braking efforton those wheels. Once the wheel has decelerated, the torque may bereapplied. This permits a traction control and ABS to be implemented.

The individual drive to the wheels may also be incorporated into thesteering of the vehicle by adjusting the torque applied to wheels on thesame axle. Rotation of the control 451 e produces a signal that requiresthe rotation of one pair of wheels at a different rate to the other.Thus, the capacity, and therefore torque, may be increased to theoutside wheels requiring a higher rotational velocity supplied by thecorresponding decrease made to the inside wheels. The pressure appliedto each of the wheels remains constant due to the pressure compensationof the machine 484 and accordingly, an acceleration of the outside wheeloccurs causing steering action of the vehicle without energy inductionvia machine 484.

1. An arrangement for controlling a work vehicle, comprising a powersource, and a hydraulic circuit comprising a pump driven by the powersource, at least one hydraulic actuator arranged in fluid connectionwith the pump via a first conduit, and a variable displacement hydraulicmotor unit arranged in fluid connection with the actuator and downstreamfrom the actuator via a second conduit wherein the variable displacementhydraulic motor unit is arranged for controlling movement of theactuator, wherein the motor unit is arranged for a rotation connectionto the power source in order to transmit energy to the power source. 2.A control arrangement according to claim 1, wherein the arrangementcomprises means for electrically controlling displacement of thevariable displacement motor unit.
 3. A control arrangement accordingclaim 1, wherein the power source is connected to at least one furtherenergy using component in the vehicle such that energy recovered by themotor unit may be transmitted to the at least one component.
 4. Acontrol arrangement according to claim 1, wherein the arrangementcomprises at least one means for storing energy recovered by the motorunit.
 5. A control arrangement according to claim 1, wherein thearrangement comprises means for disconnecting a rotation connectionbetween the power source and the motor unit.
 6. A control arrangementaccording to claim 1, wherein the arrangement comprises a plurality ofhydraulic circuits with a common pump driven by the power source.
 7. Acontrol arrangement according to claim 1, wherein the arrangementcomprises operator maneuverable means for generating a work functionsignal.
 8. A control arrangement according to claim 1, wherein the powersource is formed by an internal combustion engine arranged forpropelling the work vehicle.
 9. A control arrangement according to claim1, wherein the second conduit is arranged for guiding substantially allfluid from the actuator to the associated motor unit.
 10. A controlarrangement according to claim 1, the arrangement comprises means forsensing a load pressure subjected to the actuator during operation. 11.A work vehicle, wherein it comprises a control arrangement according toclaim
 1. 12. An arrangement for controlling a work vehicle, comprising apower source, and a hydraulic circuit comprising a pump driven by thepower source, at least one hydraulic actuator arranged in fluidconnection with the pump via a first conduit, and a variabledisplacement hydraulic motor unit arranged in fluid connection with theactuator and downstream from the actuator via a second conduit whereinthe variable displacement hydraulic motor unit is arranged forcontrolling movement of the actuator, wherein the arrangement comprisesa plurality of hydraulic actuators for performing a plurality of workfunctions, and one variable displacement motor unit is arranged forcontrolling each work function.
 13. A control arrangement according toclaim 12, wherein at least one of the hydraulic actuators is formed by ahydraulic cylinder.
 14. A control arrangement according to claim 12,wherein the arrangement comprises a set of on/off valves arranged on thefirst and second conduit for actuating the associated hydraulicactuator.
 15. A control arrangement according to claim 14, wherein thearrangement comprises means for electrically controlling the on/offvalves.
 16. A control arrangement according to claim 12, wherein thearrangement comprises a means for sensing a rotational speed of thepower source.
 17. A control arrangement according to claim 16, whereinthe arrangement comprises means for controlling an output pressure ofthe pump so that it exceeds the sensed load pressure existing in theactuator by a predetermined differential.
 18. An arrangement forcontrolling a work vehicle, comprising a power source, and a hydrauliccircuit comprising a pump driven by the power source, at least onehydraulic actuator arranged in fluid connection with the pump via afirst conduit, and a variable displacement hydraulic motor unit arrangedin fluid connection with the actuator and downstream from the actuatorvia a second conduit wherein the variable displacement hydraulic motorunit is arranged for controlling movement of the actuator, wherein thepump and the motor unit are coupled in such a way to the power sourcethat they rotate at the same speed.
 19. A method for controlling a workvehicle, comprising steps of receiving a work function operator signalfrom an operator of the vehicle, and depending on a requested workfunction in the operator signal, adjusting a displacement of a variabledisplacement hydraulic motor unit arranged downstream of a hydraulicactuator, which is arranged for performing the work function, forcontrolling movements of the actuator, and transmitting energy from themotor unit via a rotation connection to a power source.
 20. A methodaccording to claim 19, further comprising the step of, at a same time asthe step of adjusting the displacement of the motor unit is done,supplying a pressurized fluid in a non-throttled manner from a pump tothe actuator so that the actuator performs the requested work function.21. A method according to claim 20, further comprising the step ofcontrolling movements of the actuator independent of which operationmode is currently in use, by adjusting the displacement of the variabledisplacement hydraulic motor unit.
 22. A method according to claim 20,further comprising the step of sensing a speed of a power source drivingthe pump and adjusting the displacement of the motor unit according tothe sensed speed.
 23. A method according to claim 20, further comprisingthe step of sensing a load pressure subjected to the actuator duringoperation and controlling an output pressure of the pump so that itexceeds the sensed load pressure existing in the actuator by apredetermined differential.
 24. A method according to claim 19, furthercomprising the step of sensing at least one vehicle operating parameterand adjusting the displacement of the motor unit according to the sensedoperating parameter.
 25. A method according to claim 19, furthercomprising the step of actuating the actuator by controlling a pluralityof on/off valves associated with the actuator.
 26. A method according toclaim 19, further comprising the step of sensing operation of anoperator maneuverable control means and generating the work functionsignal accordingly.
 27. A computer program product comprising computerprogram segments stored on a non-transitory computer-readable medium forimplementing the method as claimed in claim 19 when the program is runon a computer.
 28. A method for controlling a work vehicle, comprisingsteps of receiving a work function operator signal from an operator ofthe vehicle, and depending on a requested work function in the operatorsignal, adjusting a displacement of a variable displacement hydraulicmotor unit arranged downstream of a hydraulic actuator, which isarranged for performing the work function, for controlling movements ofthe actuator, and at a same time as the step of adjusting thedisplacement of the motor unit is done, supplying a pressurized fluid ina non-throttled manner from a pump to the actuator so that the actuatorperforms the requested work function. recovering energy by transmittingenergy from the motor unit to a power source, and operatively drivingthe pump by the power source.
 29. A method for controlling a workvehicle, comprising steps of receiving at least one work functionoperator signal from an operator of the vehicle, and depending on arequested work function in the operator signal, adjusting a displacementof a plurality of variable displacement hydraulic motor units arrangeddownstream of a plurality of hydraulic actuators arranged for performinga plurality of work functions, for controlling movements of theactuator.